Combined fuel-economizer and carbon-eliminator for gas-engines.



G. W. BOLTON COMBINED FUEL ECONOMIZER AND CARBON ELIMINATOR FOR GAS ENGlNES. APPLICATION FILED MAY 9. um

1,263,735. Patented Apr. 23, 1918.

Gcvrgjc 7165006 1;

w mu m U N ITED- STATES OFFICE GEORGE W. IB OL'I' ON, OF NASHVILLE, TENNESSEE.

COMBINED FUEL-EOON OMIZER AND CARBON-ELIMINATOR FOR GAS ENGINES Specification of lietters Ifatent;

Patented Apr. 23, 1918.

Application filed May 9, 1917. Serial No. 167,586.

To all :whom it mpg camera:

Be it known that I, GEeRon W. BOLTON,

a citizen of the United States, residing at Nashville, in the county of Davidson and State of Tennessee, have invented certain new and useful Improvements'in Combined Fuel-Economizers and Carbon-Eliminators for -(aras-llngines, of which the following is a specification.

My invention relates to new: and useful attachments for gas e es, the primary object of my invention eing'the provision of a combined fuel economizerand carbon eliminator which may be readily attached to gas engines such as are now used in automo iles, without necessitating any structural changes in the engine "A further ob'ect which I haveinview is l the provision 0 an attachment by means of which predetermined quantities of mixed air and hotexhaust gases may be supplied to the intake manifold of the carbureter to heat and otherwise render more explosive the. fuel mixture supplied to, the engine cylinders so as to give t e engine geater speed and power and to insure more" complete combustion of the fuel and, conse uently,

eliminate formation inders.

.Another object which I have in view is the provision of a device of this character of carbon in t e cylin the form of a conduit leading from, one

manifold to the other and provided .with

air inlet openings and with an injectornozunderstanding of my invention-sand the" zle disposed inoperative relation to the openings and through which the exhaust gases pass. p

With these and other objectsin view -my invention will be more fully described, i as trated in the accompan ing drawings and then specifically points out in the .claims which are attached to and form a part of this application. I

In the drawings:

Figure 1 is a fragmentary elevation of a conventional form of g s engine,'showing my attachment applied thereto;

Fig. 2 is a fragmentary sectional view, showing the air inlets and injector nozzle structure.

Corresponding and. like parts are referred to in the following description and indi cated in all the views of the drawings by the same reference charactersfi In order to insure a clettr and accurate -back cylinder.

.manner of applying it, I have illustrated fan 13 which has one branch tapped into'the exhaust manifold just'to the rear'of the end threaded into the free arm of this elbow and its opposite end reduced to rov'ideH a frusto-conical injector nozzle 15 w ich projects into a bushing or sleeve 16 which, at a point substantially opposite the nozzle, is formed with a plurality of: peripherally, spaced air inlet openings 17 of relatively small size. The free end of this sleeve threads into an elbow couplin 18 and a pipe 19 is threaded into the ot er arm of the coupling and into the inlet branch of a valve QOof the usual turn plug or other preferred type. A pipe 21 leads from the 22, the opposite arm ofmanifold 11. The valve stem 23 of the A; pipe section 14 has one? valve 20 has an operating arm 24 formed at its free end withan eye 25190 receivethe angularly disposed terminal of a control rod 26 which is secured against displacement by a cotter pin, 27, This control rod may run to a foot pedal or hand lever or may be connected to the p throttle valve lever: as preferred.

In operation, the engine is started, with the valve closed, and run for a few minutes in this manner until the exhaust 'manifold has become highly heated. The valve 20 is then opened to} the proper extent, dependent upon climatic conditions, the richness of the mixture being supplied to the engine, and the speed at which the engine is being operated. Under these circumstances, a certain amount of exhaust gases is drawn from the exhaust manifold through the pipe 14 and injector nozzle 15 into the pipe-19 and so throughthe valve 20 and pipe 21 into the inlet manifold 11. The passage of these gases through the injector nozzle acts to draw in a quantity of air, through the opening 'lf in the sleeve lfiwhich air mixes with and enriches the exhaust gases. This mix- ,ture of exhaust 'gases and freshair which, of

course, will be at a high; temperature, due to the heat of'the exhaust gases, mingles with the fuel in the intake manifold and passes with it to theengine cylinders.

Preferably, for the'avera e four-cylinder internal combustion engine, t e various ipes and couplings should have substantia ly a quarter of an inch passage, under which c1rcumstances the reduced passage through the nozzle will be about one-eighth of an inch in diameter. For larger engines, such as six, eight and twelve cylinder engines, the size of the.pipe and diameter of the nozzle should be correspondingly increased. For instance, on a six-cylinder engine, the conduits or pipes may have a three-ci'ghths inch passage and the nozzle a one-quarter of an inch passage. I have fully tested this fattachment and find that it does notcause overheating of the engine or back pressure on the engine, that more poweris obtained, increasing the mileage of a motor vehicle when the device i employed with its'engine, and that formation of carbon is prevented.

Although I have illustrated and described my invention in all its details of construction, it will of course be understood that I do not wish to limit myself to such details, but reserve the right to make an' changes, within the scope of the appen d clalms without in the slightest degree departing from the pirit of m invention.

Having thus descri d the invention, what is claimed as new is: a

1. The combination with an internal combustion engine having inlet and exhaust manifolds, of means extending between and communicating with the said manifolds and provided with an opening for supplying to the inlet manifold airthrough the openin and exhaust gases from the exhaust mamfold mixed in uniform parts, and a valve to provide a frusto-conical injector nozzle, a

sleeve into which such pipe end is thIGtlUtvt a valve, a pipe communicating between the sleeve and valve, and a pipe communicating bet ween thc'va-lve and that elbow tapped into the inlet manifold.

3. An attachment for gas engines including a tubular conduit provided intermediate its length with air inlet openings, a valve interposed in the length of the conduit, and means at the endsof the conduit adapted to be tap ed one into an exhaust manifold and the ot er into an inlet manifold, the valve being interposed between the openings and that end of he conduit adapted to communicate with the inlet manifold.

4. An attachment for gas engines includin elbows, oneadapted tobe tapped into an ex iaust manifold and the other adapted to be tapped into an intakemanifold, a pipe leading from the first elbow and having one endthereof shaped to rovide a fi'usto-conical injector nozzle, a s eeve into which such pipe end .15 threaded and provided with openings for admlssionof air, andnajpipe' connection bet-ween the sleeve and thesjecond elbow. In testimonfi whereof I aflix m si attire, GEO GE W. BOLTO .51}?

formed with openings for admission of air, 

